Method and Apparatus for Cooling a Vehicle Component

ABSTRACT

In certain embodiments, a system for cooling heat-generating components includes an engine cooling system operating to circulate a liquid coolant at a first temperature for the cooling of one or more engine components within the vehicle. A liquid cooler unit may receive the liquid coolant at the first temperature and decrease the temperature of the liquid coolant to a second temperature. A heat-generating component may be coupled to the liquid cooler unit and receive the liquid coolant at the second temperature. Heat generated by the heat-generating component may be transferred to the liquid coolant. A fluid return line may couple the heat-generating component to the engine cooling system. The fluid return line returns the liquid coolant that has received the heat from the heat-generating component to the engine cooling system.

TECHNICAL FIELD This invention relates in general to cooling techniques and, more particularly, to techniques for cooling heat-generating components in a vehicle. BACKGROUND OF THE INVENTION

Electronics and other components in a vehicle may generate heat during normal operation. Such electronics and components may include, for example, sensors, radar, radios, weapons, and Line Replaceable Modules (LRMs) that may generate heat that must be dissipated to prevent component failure. As such, these electronics and components may be designed for liquid cooling. Because such components typically require liquid coolant at a temperature that is significantly less than the liquid coolant used by the vehicle engine, a separate liquid cooling system is required to dissipate the heat in the electronics and other components. State differently, though many vehicles include a liquid cooling system for cooling the components of the vehicles' engine, this cooling system generally operates at higher temperatures and is inadequate for cooling the electronics and other heat-generating components in the vehicle.

SUMMARY OF THE INVENTION

According to embodiments of the present disclosure, disadvantages and problems associated with previous systems for cooling heat-generating components such as sensors or line replaceable modules in a vehicle may be reduced or eliminated.

In certain embodiments, a system for cooling heat-generating components includes an engine cooling system operating to circulate a liquid coolant at a first temperature for the cooling of one or more engine components within the vehicle. A liquid cooler unit may receive the liquid coolant at the first temperature and decrease the temperature of the liquid coolant to a second temperature. A heat-generating component may be coupled to the liquid cooler unit and receive the liquid coolant at the second temperature. Heat generated by the heat-generating component may be transferred to the liquid coolant. A fluid return line may couple the heat-generating component to the engine cooling system. The fluid return line returns the liquid coolant that has received the heat from the heat-generating component to the engine cooling system.

In certain embodiments, a system for cooling a heat-generating component in a vehicle includes an engine cooling system and a component cooling system. The engine cooling system operates to circulate a first liquid coolant in a first closed loop, while the component cooling system operates to circulate a second liquid coolant in a second closed loop. A liquid cooler unit couples to the engine cooling system and the component cooling system. The liquid cooler unit includes a first cold plate configured to receive the first liquid coolant at a first temperature and a second cold plate configured to receive the second liquid coolant at a second temperature. Cold generated by the liquid cooler unit is transferred to the first liquid coolant to result in a decrease in a temperature of the first liquid coolant relative to the first temperature. Heat that is generated by the liquid cooler unit is transferred to the second liquid coolant to result in an increase in a temperature of the second liquid coolant relative to the second temperature.

Particular embodiments of the present disclosure may provide one or more technical advantages. One such technical advantage results from the relatively small size of the components within the liquid cooling unit. The small size of the components allows the size of housing to be minimized. As a result, liquid cooling unit is compact and lightweight. In a particular embodiment, for example, the size of housing may be on the order of approximately 16 inches long, 10 inches wide, and 2 inches tall. As such, liquid cooling unit may be much smaller than an Environmental Control Unit (ECU) that includes a compressor, an evaporator, a condenser, and control hardware. Whereas an ECU may weigh approximately 60 pounds and require approximately 1.0 cubic feet to provide 1,000 watts of cooling, liquid cooling unit may take up only 0.2 cubic feet of space within the vehicle and may weigh a mere 12 pounds even where providing 1,000 watts of cooling. As such, liquid cooling unit may require much less space than an ECU.

Another technical advantage may be that the relatively small size of liquid cooling unit allows liquid cooling unit to be located virtually anywhere within the vehicle. For example, liquid cooling unit may be positioned immediately proximate to or inline with the heat-generating component to be cooled. As a result, the distance required for the liquid coolant to travel through the system may be minimized. Alternatively, where there is insufficient space surrounding the heat-generating component for the positioning of liquid cooling unit, liquid cooling unit may be located at another location that is further from heat-generating component, and longer hoses may be used to transport the liquid coolant to the heat-generating component and then back to liquid cooling unit. As another example, the relatively small size of liquid cooling unit allows liquid cooling unit to be located under armor in the engine compartments such that liquid cooling unit may be protected within the vehicle.

Because liquid cooling unit includes no moving parts and has no parts that are attitude dependent, liquid cooling unit may be said to be attitude independent. Stated differently, it is not required that liquid cooling unit be positioned with any one side relative to the ground of any part of the vehicle. This is in contrast to many ECUs that must be positioned at a specific orientation to be functional. Additionally, because liquid cooling unit includes no moving parts, liquid cooling unit may not require shock and/or vibration isolation.

A further technical advantage may result from versatility in the wiring liquid cooling unit since TECs may be wired in series or in parallel. Where TECs are wired in parallel rather than in series, however, the system may exhibit graceful degradation, not a hard fail. For example, if one or more of TECs fail, the remainder of TECs may continue to cool the liquid coolant. As a result, even when one TEC fails, liquid cooling unit may continue to operate. Where the TECs operate to successively decrease the temperature of the liquid coolant as the liquid coolant passes from the first TEC to the next TEC, the TEC may exhibit slightly degraded performance upon failure of any one or more of TECs. However, because the non-failing TECs may continue to operate as designed, liquid cooling unit may continue to operate.

Another technical advantage may that liquid coolant from an existing engine cooling system may be utilized to cool heat-generating components that require more heat dissipation than the existing engine components. The operation of liquid cooling unit allows a supply of approximately 30 degree Celsius coolant to be generated from approximately 65 degree Celsius engine coolant, in one exemplary embodiment Further, the cooling system can be sized to decrease the temperature of engine coolant to accommodate a specific sensor load. Because the cooling system is sized for the particular load that is generated by the sensors, the heat-generating components receive the correct amount of coolant at a temperature for which the heat-generating component was designed. Additionally, it is not required that flow rates of the liquid coolant be increased or that the components of the heat-generating components be modified. Still another technical advantage may be that existing engine cooling system components are used to dissipate heat that is generated by the liquid cooling unit 300. The extra heat load that is place on the engine cooling system, however, may be negligible. In particular embodiments, though an extra heat load of approximately 1.0 kilowatt may be placed on the engine cooling system, this heat load is merely the equivalent of an extra 1.34 engine horsepower.

Certain embodiments of the present disclosure may include some, all, or none of the above advantages. One or more other technical advantages may be readily apparent to those skilled in the art from the figures, descriptions, and claims included herein.

BRIEF DESCRIPTION OF THE DRAWINGS

To provide a more complete understanding of the present invention and the features and advantages thereof, reference is made to the following description taken in conjunction with the accompanying drawings, in which:

FIG. 1 illustrates an example system for cooling heat-generating components in a vehicle, according to certain embodiments of the present disclosure;

FIG. 2 illustrates an example closed loop system for cooling heat-generating components in a vehicle, according to certain embodiments of the present disclosure; and

FIG. 3 illustrates an example liquid cooling unit for use in conjunction with the systems depicted in FIGS. 1 and 2, according to certain embodiments of the present disclosure.

DETAILED DESCRIPTION OF THE DRAWINGS

Many vehicles include components that generate heat during operation. For example, various components of a vehicle's engine create heat during the generation of mechanical power for the operation of the vehicle. To avoid failure of engine components, the excess heat that is generated by these components must be dissipated. Accordingly, many vehicles have engine cooling systems that are used to continuously circulate a liquid coolant to cool the engine's components during operation of the vehicle.

Other specialized components within a vehicle may also generate heat. For example, a vehicle may include electronics such as a radar or radio, weaponry such as a gun, a drive motor, or other components that generate heat during operation. To maintain the temperature of these components within operational limits, the components may be designed for liquid cooling. However, because the temperatures required for maintaining operation of these components is typically lower than the temperature required for maintaining operation of engine components, the engine cooling system that is incorporated into the vehicle may be inadequate for cooling such components. For example, in a typical vehicle, the liquid coolant used to cool engine components may be maintained at a temperature within the range of approximately 55 and 75 degrees Celsius as it enters engine 110. However, to effectively cool other components operating at a higher temperature, it may be necessary to provide liquid coolant to those components at temperature within a range of approximately 20 and 40 degrees Celsius. Because the temperature of the engine liquid coolant may be too high to cool these other components, a second liquid cooling system may be incorporated into the vehicle. The second liquid cooling system operates to independently circulate a second liquid coolant and is used to cool one or more heat-generating components that are external to the engine.

FIG. 1 illustrates an example system 100 for cooling a heat-generating component 102 in a vehicle, according to certain embodiments of the present disclosure. In the illustrated embodiment, liquid coolant 104 from a engine cooling system 106 is supplied to a liquid cooling unit 108. The liquid cooling unit 108 decreases the temperature of the liquid coolant 104 to a temperature suitable for cooling heat-generating component 102. The liquid coolant 104 is then provided to and absorbs heat from heat-generating component 102. Liquid coolant 104 is then returned to heat cooling unit 108 where the liquid coolant 104 absorbs additional heat that is generated by heat cooling unit 108. Finally, liquid coolant 104 is returned to engine cooling system 106. After returning to engine cooling system 106, liquid coolant 104 may be returned to a temperature adequate for maintaining components of vehicle engine 110. In this manner, liquid coolant 104 is then continuously circulated through system 100 for the adequate cooling of both engine components 110 and heat-generating component 102.

In the depicted exemplary embodiment, engine cooling system 106 includes engine 110, a heat exchanger 112, a fan 114, liquid coolant 104, and a circulation pump (not depicted). Liquid coolant 104 is circulated through the various components of engine cooling system 106 for maintaining the temperature of engine components 110 within operational limits. It is generally recognized that liquid coolant 104 may include any liquid that is used by conventional internal combustion engines. For example, liquid coolant 104 may include propylene glycol, ethylene glycol, or a combination of these chemicals. In other embodiments, liquid coolant 104 may include a mixture of water with propylene glycol, ethylene glycol, or other chemicals such as antifreeze and/or rust inhibitors.

During operation of engine 110, the circulation pump operates to circulate liquid coolant 104 through or proximate to the components of engine 110. While traveling through engine 110, heat is transferred from the components of engine 110 to liquid coolant 104. Liquid coolant 104 is then circulated through heat exchanger or radiator 112. Fan 114 pulls operates to draw in air 116 from an external source. The air 116 is blown through heat exchanger 112 and results in the cooling of liquid coolant 104. Liquid coolant 104 or a portion thereof may then be recirculated through engine 110 to continuously cool and prevent failure of engine components. Though engine cooling system 106 is being described as being associated with a vehicle and engine components are being describes as being associated with a vehicle engine, it is generally recognized that any liquid cooling system associated with any other engine or mechanical device may be used as a source for liquid coolant 104.

In addition to providing cooling for one or more components of engine 110, engine cooling system 106 may operate as a source of liquid coolant 104 for cooling an additional heat-generating component 102 that is not associated with engine cooling system 106. Heat-generating component 102 may include any component within, mounted to, or otherwise associated with a vehicle. As examples, heat-generating component 102 may include any electronics such as a radar or a radio. In other embodiments, heat-generating component 102 may include one or more pieces of weaponry such as a gun. It is generally recognized, however, that these are mere examples of heat-generating components, and heat-generating component 102 may include any component that generates heat during operation.

For the circulation of liquid coolant 104 to heat-generating component 102, a first fluid supply line 116 is configured to remove at least a portion of fluid coolant 104 from engine cooling system 106. In certain embodiments, fluid coolant 104 may be of a temperature between approximately 55 and 75 degrees Celsius when it is removed from engine cooling system 106. In one exemplary embodiment, the temperature of liquid coolant 104 may be approximately 65 degrees Celsius as it is removed from engine cooling system 106.

Because the temperature of liquid coolant 104 as it is being removed from engine cooling system 102 may be too high to adequately cool heat-generating component 102, first fluid supply line 116 may couple to a liquid cooling unit 108. As will be described in more detail with regard to FIG. 3, liquid coolant 104 from engine cooling system 106 may be communicated through liquid cooling unit 108 to result in a decrease in the temperature of liquid coolant 104. More specifically, liquid cooling unit 108 may operate to remove heat from the liquid coolant 104 before the liquid coolant 104 is provided to heat-generating component 102. Though liquid cooling unit 108 may operate to reduce the temperature of liquid coolant 108 to any temperature within any desired temperature range, liquid cooling unit 108 may operate decrease the temperature of liquid coolant 104 to a temperature between approximately 20 and 40 degrees Celsius, in particular embodiments. In one particular exemplary embodiment, the temperature of liquid coolant 104 may be approximately 30 degrees Celsius as it exits liquid cooling unit 108.

In the illustrated embodiment, a second supply line 118 transports liquid coolant 104 from liquid cooling unit 108 to heat-generating component 102. Heat- generating component 102 may be designed to accommodate liquid cooling. As such, one or conduits may be formed within heat-generating component 102 for the circulation of liquid coolant through or relative to heat-generating component 102. Liquid coolant 104 may then be transported through heat-generating component 102 for the removal of heat from heat-generating component 102. In a particular embodiment, heat from heat-generating component 102 is transferred to liquid coolant 104 resulting in an increase in the temperature of liquid coolant 104. For example, liquid coolant 104 may be of a temperature between approximately 35 and 55 degrees Celsius as liquid coolant 104 exits heat-generating component 102, in particular embodiments. In one particular exemplary embodiment, the temperature of liquid coolant 104 may be approximately 45 degrees Celsius as it exits heat-generating component 102.

After liquid coolant 104 has been used to cool heat-generating component 102, liquid coolant 104 may be returned to liquid cooling unit 108. Accordingly, a first return line 120 may couple heat-generating component 102 to liquid cooling unit 108 for the transportation of liquid coolant 104 from heat-generating component 102 to liquid cooling unit 108. In certain embodiments, liquid coolant 104 from heat-generating component 102 may be communicated through liquid cooling unit 108 a second time.

During the return trip of liquid coolant 104 through liquid cooling unit 108, heat that is generated by liquid cooling unit 108 may be dissipated. More specifically, it may be generally recognized that liquid cooling unit 108 may generate heat during the initial cooling of liquid coolant 104. The heat that is removed from liquid coolant 104 during the initial trip of liquid coolant 104 though liquid cooling unit 108 may be held by liquid cooling unit 108 and then released to prevent operational failure of liquid cooling unit 108. Accordingly, in the depicted embodiment, first return line 120 returns liquid coolant 104 to liquid cooling unit 108. Heat held by liquid cooling unit 108 may then be transferred to liquid coolant 104 and removed from liquid cooling unit 108. As a result, the temperature of liquid coolant 104 as it exits liquid cooling unit 108 may be increased to a temperature between approximately 70 and 90 degrees Celsius, in particular embodiments. In one exemplary embodiment, the temperature of liquid coolant 104 may be approximately 80 degrees Celsius as it exits liquid cooling unit 108.

After liquid coolant 104 is used to cool liquid cooling unit 108, liquid coolant 104 may be returned to engine cooling system 106 via a second return line 122. In a particular embodiment, second return line 122 may transport liquid coolant 104 from liquid cooling unit 108 to heat exchanger unit 112 of engine cooling system 106. Liquid coolant 104 may then be circulated through heat exchanger or radiator 112. As described above, fan 114 causes air 116 that is blown through heat exchanger 112 to cool liquid coolant 104. For example, the combination of heat exchanger 112 and fan 114 may operate to decrease the temperature of liquid coolant 104 to a temperature between approximately 55 and 75 degrees Celsius, in particular embodiments. In one exemplary embodiment, the temperature of liquid coolant 104 may be approximately 65 degrees Celsius, which may be a temperature suitable for cooling various components of engine 110. Liquid coolant 104 or portions thereof may then be recirculated through engine 110 and heat-generating component 102 to continuously cool and prevent failure of engine 110 and heat-generating component 102.

FIG. 2 illustrates an example system 200 for cooling a heat-generating component 202 in a vehicle, according to certain embodiments of the present disclosure. In the illustrated embodiment, a first liquid coolant 204 is circulated through first closed loop 206 of an engine cooling system 208 for the cooling of one or more engine components 209. Similarly, a second liquid coolant 210 is circulated through a second closed loop 212 for the cooling of heat-generating component 202. As illustrated, both the first liquid coolant 204 and the second liquid coolant 210 are transported through a liquid cooling unit 214.

In operation, the liquid cooling unit 214 decreases the temperature of second liquid coolant 210 to a temperature suitable for cooling heat-generating component 202. Second liquid coolant 210 is then provided to heat-generating component 202 where heat from heat-generating component 202 is transferred to second liquid coolant 210. Second liquid coolant 210 is then returned to heat cooling unit 214 where the temperature of second liquid coolant 210 is again reduced to a temperature suitable for being recycled through second closed loop 212. As will be described below, heat that is generated by liquid cooling unit 214 during the cooling of second liquid coolant 210 is removed from liquid cooling unit 214 via first liquid coolant 204. In this manner, first and second liquid coolants 204 and 210 are continuously circulated through system 200 for the adequate cooling of both engine components 209 and heat-generating component 202.

As depicted, engine cooling system 208 includes engine 209, a heat exchanger 218, a fan 220, and first liquid coolant 204. As described above, engine cooling system 208 may also include a circulation pump for providing first liquid coolant 204 to one or more engine components. The components of engine cooling system 208 may be similar to the components of engine cooling system 106, which is described above with regard to FIG. 1.

In a particular embodiment, first liquid coolant 204 is circulated through the various components of engine cooling system 208 for maintaining the temperature of engine components 209 within operational limits. It is generally recognized that first liquid coolant 204 may include any liquid that is used by conventional internal combustion engines. For example, first liquid coolant 204 may include propylene glycol, ethylene glycol, or a combination of these chemicals. In other embodiments, first liquid coolant 204 may include a mixture of water with propylene glycol, ethylene glycol, or other chemicals such as antifreeze and/or rust inhibitors.

During operation of engine 209, a circulation pump operates to circulate liquid coolant 204 through or proximate to one or more components of engine 209. While traveling through engine 209, heat is transferred from the components of engine 216 to first liquid coolant 204. First liquid coolant 204 is then circulated through heat exchanger or radiator 218. Fan 220 operates to draw in air 222, which is blown through heat exchanger 218 and results in the cooling of first liquid coolant 204. In certain embodiments, fan 220 and heat exchanger 218 may cooperate to effectively cool first liquid coolant 204 to a temperature that is substantially the same as the temperature of first liquid coolant 204 before first liquid coolant 204 receives heat from engine components 209. The first liquid coolant 204 or a portion thereof may then be recirculated through engine 209 to continuously cool and prevent failure of engine components. Though engine cooling system 208 and engine components 209 are being described as being associated with a vehicle, it is generally recognized that engine cooling system 208 may include any liquid cooling system that operates to circulate first liquid coolant 204.

In addition to providing cooling for one or more components of engine 209, engine cooling system 208 may operate as a source of first liquid coolant 204 for cooling liquid cooling unit 214 that is not associated with engine cooling system 208. Accordingly, a first fluid supply line 224 may be configured to remove at least a portion of first fluid coolant 204 from engine cooling system 208. In certain embodiments, first fluid coolant 204 may be of a temperature between approximately 55 and 75 degrees Celsius when it is removed from engine cooling system 208. In one exemplary embodiment, the temperature of first liquid coolant 204 may be approximately 65 degrees Celsius as it is removed from engine cooling system 208 and provided to liquid cooling unit 214.

As depicted in FIG. 2 and described briefly above, a second liquid coolant 210 that is circulated through second loop 212 is also provided to liquid cooling unit 214. As will be described in more detail with regard to FIG. 3, second liquid coolant 210 may be communicated through liquid cooling unit 214 to result in a decrease in the temperature of second liquid coolant 210. More specifically, liquid cooling unit 214 may operate to remove heat from the second liquid coolant 210 before second liquid coolant 210 is provided to a heat-generating component 202. In certain embodiments, liquid cooling unit 214 may receive second liquid coolant 210 at a temperature between approximately 35 and 55 degrees Celsius. Liquid cooling unit 214 may then operate to decrease the temperature of second liquid coolant 210 to a temperature between approximately 20 and 40 degrees Celsius. In one exemplary embodiment, the temperature of second liquid coolant 210 may be approximately 45 degrees Celsius as it enters liquid cooling unit 214. Liquid cooling unit 214 may then operate to decrease the temperature of second liquid coolant 210 to a temperature of approximately 30 degrees Celsius as it exits liquid cooling unit 214. It is generally recognized, however, that the provided temperature ranges are provided for example purposes only. Liquid cooling unit 214 may operate to selectively reduce the temperature of second liquid coolant 210 to any temperature within any desired temperature range, which may be selected based on the amount of waste heat generated by heat-generating component 202.

Similar to heat-generating component 102 described above with regard to FIG. 1, heat-generating component 202 may include any component within, mounted to, or otherwise associated with a vehicle. As examples, heat-generating component 202 may include any electronics such as a radar or a radio. In other embodiments, heat-generating component 202 may include one or more pieces of weaponry such as a gun. It is generally recognized, however, that these are mere examples of heat-generating components, and heat-generating component 202 may include any component that generates heat during operation.

In the illustrated embodiment, a second supply line 226 transports second liquid coolant 210 from liquid cooling unit 214 to heat-generating component 202. In particular embodiments, heat-generating component 202 is designed to accommodate liquid cooling. As such, one or conduits may be formed within heat-generating component 202 for the circulation of liquid coolant 210 through or relative to heat-generating component 202. As second liquid coolant 204 is transported through heat-generating component 202, heat generated by heat-generating component 202 may be transferred to second liquid coolant 204. As a result, the temperature of second liquid coolant 210 may be increased and the heat may be removed from heat-generating component 202.

For example, second liquid coolant 210 may be of a temperature between approximately 20 and 40 degrees Celsius as second liquid coolant 210 enters heat-generating component 202. In contrast, after absorbing heat from heat generating component 202, second liquid coolant 210 may be of a temperature between approximately 35 and 55 degrees Celsius In one exemplary embodiment, the temperature of second liquid coolant 210 may be approximately 30 degrees Celsius as it enters heat generating component 202. Conversely, the temperature of second liquid coolant 210 may be increased to a temperature of approximately 45 degrees Celsius after absorbing heat from heat-generating component 202. It is generally recognized, however, that the provided temperature ranges are provided for example purposes only. The amount of temperature increase of second liquid coolant 210 may be directly related to the amount of waste heat that is generated by heat-generating component 202 and the amount of heat that must be dissipated to ensure normal operation of heat-generating component 202.

In the illustrated embodiment, a first return line 228 couples heat-generating component 202 to liquid cooling unit 214. Thus, first return line 228 returns second liquid coolant 210 from heat-generating component 202 to liquid cooling unit 214. Second liquid coolant 210 may then be re-circulated through second closed loop 212. A pump 230 may operate to cause second liquid coolant 210 to be re-circulated in this manner for continued cooling of heat-generating component 202.

As described above, heat may be generated by liquid cooling unit 214 as second liquid coolant 210 is transported through liquid cooling unit 214 and the temperature of second liquid coolant 210 is decreased. In particular embodiments, first liquid coolant 204 may be used to dissipate the heat generated by liquid cooling unit 214. Specifically, heat held by liquid cooling unit 214 may be transferred to liquid coolant 204 and removed from liquid cooling unit 214 via a return line 230. As a result, the temperature of liquid coolant 204 as it exits liquid cooling unit 214 may be increased from a temperature between approximately 55-75 degrees Celsius as it enters liquid cooling unit 214 to a temperature between approximately 70 and 90 degrees Celsius as it exits liquid cooling unit 214. In a particular exemplary embodiment, the temperature of liquid coolant 204 may be approximately 65 degrees Celsius as it is received from engine cooling system 208 to approximately 85 degrees Celsius as it exits liquid cooling unit 214.

Liquid coolant 204 may then be returned to engine cooling system 208 via second return line 230. In a particular embodiment, second return line 230 may transport liquid coolant 204 from liquid cooling unit 214 to heat exchanger unit 218 of engine cooling system 208. Liquid coolant 204 may then be circulated through heat exchanger or radiator 218. Fan 220 operates to draw in air 222 that is blown through heat exchanger 218 to cool liquid coolant 204. For example, the combination of heat exchanger 218 and fan 220 may operate to decrease the temperature of liquid coolant 204 to a temperature between approximately 55 and 75 degrees Celsius. In a particular exemplary embodiment, the temperature of liquid coolant 104 may be decreased to a temperature of approximately 65 degrees Celsius, which may be suitable for cooling various components of engine 209. Liquid coolant 204 or portions thereof may then be recirculated through engine 209 and/or to liquid cooling unit 214 to continuously cool and prevent failure of engine 209 and liquid cooling unit 214.

FIG. 3 illustrates an example liquid cooling unit 300 for use in conjunction with the systems depicted in FIGS. 1 and 2, according to certain embodiments of the present disclosure. Liquid cooling unit 300 includes at least one thermoelectric cooler (TEC) 302 disposed between a first plate 304 and a second plate 306. Liquid cooling unit 108 also includes a control board 308 for controlling the electrical energy provided to TECs 202. In certain embodiments, liquid cooling unit 300 may operate similar liquid cooling unit 108, which is described above with regard to FIG. 1, or liquid cooling unit 214, which is described above with regard to FIG. 2.

As depicted, liquid cooling unit 300 is encased in a housing 310 and includes input ports 312 a and 312 b and output ports 314 a and 314 b provided on the exterior of housing 310. Input ports 312 a and 312 b may be configured for receiving at least one liquid coolant, while output ports 314 a and 314 b may be configured for outputting the at least on liquid coolant. In the illustrated embodiment, input ports 312 a and 312 b are located on opposing sides of housing 310. Likewise, output ports 314 a and 314 b are located on opposing sides of housing 310. It is generally recognized, however, that the depicted example configuration of housing 310 and the components therein is just one example configuration for liquid cooling unit 300. Liquid cooling unit 300 may include an appropriate number of input ports 312 and output ports 314 at any appropriate location on housing 310.

Liquid cooling unit 300 includes at least one TEC 302, which may also be referred to as a Peltier device, Peltier heat pump, or solid state refrigerator. In general, TEC 300 may use the Peltier effect to create a heat flux between the junction of two different types of materials. More specifically, TEC 302 may include a solid- state active heat pump which transfers heat from one side of the device to the other side against the temperature gradient (from cold to hot), with consumption of electrical energy. In the illustrated embodiment, power to liquid cooling unit 300 may be received via a power/control connector 316. When power is provided to liquid cooling unit 300, TECs 302 may receive a desired amount of DC current via control board 308. The DC current is used by TECs to generate a temperature difference between a first side of TEC that is proximate to first plate 304 and a second side of TEC that is proximate second plate 306.

In certain embodiments, each TEC 302 may comprise multiple Peltier elements (not depicted) in the form of columns arranged in parallel between first plate 304 and second plate 306. The Peltier elements may be comprised of any suitable thermoelectric material. For example, in certain embodiments, TECs may be made of Bismuth Telluride.

In the depicted example embodiment, liquid cooling unit 300 includes five TECs 302. However, the number of TECs included in liquid cooling unit 300 may vary and may be selected based upon the amount of cooling required for the particular heat-generating component serviced by liquid cooling unit 300. Stated differently, liquid cooling unit 300 may be sized as is required by the heat-generating component to be cooled. Thus, where a greater amount of heat is generated by a component and must be dissipated, liquid cooling unit 300 may include more TECs 302 to create a greater temperature difference. Conversely, where less heat is generated by the heat generating components that are serviced by liquid cooling unit 300, fewer TECs 302 may be included in liquid cooling unit 300. As another example, where a single liquid cooling unit 300 is used to cool multiple heat generating components, liquid cooling unit 300 may include more TECs 302 than a liquid cooling unit 300 that is used to cool a single heat-generating component.

In operation, TECs 302 pump heat away from first plate 305 via Peltier elements 316. The level of heat-pumping is controlled by a control board 308 that controls the amount of DC current that is supplied to TECs 302. In certain embodiments, TECs 302 may include a monitoring system that provides feedback temperature information from first plate 304 to control board 308. Accordingly, the level of heat-pumping may be controlled on the basis of feedback from the temperature monitoring system such that the temperature of first plate 304 is maintained at a pre-specified level.

Opposing sides of TECs may be connected to first plate 304 and second plate 306, respectively, using solder joints or any other suitable type of joint. First plate 304 and second plate may be comprised of any conductive material. In a certain embodiments, for example, first plate 304 and second plate may be comprised of a metal such as aluminum, copper, steel, or a combination thereof. In other embodiments, first plate 304 and second plate 306 may be comprised of plastic or ceramic. In one particular embodiment, for example, first plate 304 and second plate 306 include aluminum plates that are approximately 0.25 to 0.50 thick. It is generally recognized, however, first plate 304 and second plate 306 may be formed of an appropriate material and of any appropriate dimensions sufficient for transporting and cooling a liquid coolant. Further, though first plate 304 and second plate 306 may be described as being comprised of like or similar materials, the materials used in forming first plate 304 and second plate 306 may be varied in other embodiments.

As illustrated, first plate 304 includes a conduit 318 formed throughout the interior of first plate 304. Likewise, second plate 306 includes a conduit 320 formed throughout the interior of second plate 306. During operation, the at least one liquid coolant may be transported through first plate 304 and/or the second plate 306 via conduit 318 and conduit 320, respectively.

Specifically, a first stream of liquid coolant 324 may be received at first input port 312 a and communicated to conduit 318 formed in first plate 304. As the first stream of liquid coolant 324 is transported through conduit 318, each TEC 302 may operate to successively decrease the temperature of the first stream of liquid coolant 324. Stated differently, each TEC 302 may operate to remove an amount of heat from the liquid coolant 324 before the liquid coolant 324 exits an opposing end of conduit 318 of first plate 304. Thus, as liquid coolant 324 passes proximate a TEC 302, the temperature of the liquid coolant 324 may be decreased.

In various embodiments, the temperature of first stream of liquid coolant 324 may be decreased by a desired amount to obtain a target temperature. For example, first stream of liquid coolant 324 may be of a temperature between approximately 55 and 75 degrees Celsius as it is received by liquid cooling unit 310. In a particular exemplary embodiment, the temperature of liquid coolant 324 may be approximately 65 degrees Celsius as it enters conduit 318 of first plate 304. Depending upon the amount of current provided to each TEC 302, each TEC 302 may then operate to decrease the temperature of liquid coolant 324. For example, an arrangement of five TECs 302 having a 25 degree delta between the hot first plate 304 and the cold second plate 306 may operate to decrease the temperature of first liquid coolant 324 to a temperature between approximately 20 and 40 degrees Celsius as it exits first plate 304. In one particular embodiment, the temperature of liquid coolant 324 may be approximately 30 degrees Celsius as it exits conduit 318 of first plate 304.

Regardless of the particular temperature of liquid coolant 324 obtained by liquid cooling unit 300, it is generally recognized that the temperature comprises a target temperature that is sufficient for cooling one or more heat-generating components. As described in more detail above with regard to FIGS. 1 and 2, liquid coolant 324 that is output from liquid cooling unit 310 may be provided to the one or more heat-generating components for the cooling of these components.

In a similar manner to first stream of liquid coolant 324, a second stream of liquid coolant 326 may be received at a second input port 312 b and communicated to conduit 320 formed in second plate 306. As the second stream of liquid coolant 326 is transported through conduit 320, the liquid coolant 326 may be used to dissipate heat that is absorbed by and/or generated by TECs 302 during the cooling of first liquid coolant 324. For example, the heat that is removed from liquid coolant 324 as it is transported through conduit 318 of first plate 304 maybe transferred first to TECs 302 and then to second plate 306. The heat may then be removed from the system after the heat is transferred from second plate 306 to liquid coolant 326 that is flowing through conduit 320.

In various embodiments, the heat absorbed by liquid coolant 326 as it is transported through conduit 320 is relative to the amount of received by or generated by TECs 302. In certain exemplary embodiments, second stream of liquid coolant 326 may be received at second input port 312 b and second plate 306 at a temperature between approximately 35 and 55 degrees Celsius. As liquid coolant 326 exits conduit 320 of second plate 306, however, the temperature of second stream of liquid coolant 326 may at a temperature between approximately 70 and 90 degrees Celsius. Thus, second stream of liquid coolant 326 may be used to dissipate an amount of heat on the order of approximately 35 and 45 degrees Celsius that is generated by TECs 302 during the cooling of first liquid coolant 324. In one particular embodiment, the temperature of liquid coolant 326 may be approximately 45 degrees Celsius as it enters conduit 320 of second plate 306 and approximately 80 degrees as it exits conduit 320 of second plate 306.

As described above, liquid cooling unit 300 may be incorporated into either of system 100 or system 200 described above with respect to FIGS. 1 and 2, respectively. Where incorporated into system 100, which includes a single closed loop for transported a single stream of liquid coolant, first stream of liquid coolant 324 and second liquid coolant 326 are the same stream of liquid coolant. In such an embodiment, the stream of liquid coolant may be received from a engine cooling system 106 and transported through first plate 304. The stream of liquid coolant may be provided to a heat-generating component where the stream of liquid coolant is used to cool the heat-generating component. The stream of liquid coolant may then be returned to liquid cooling unit 300 and transported through conduit 320 of second plate 306 for the removal of heat generated by TECs 302. Finally, the stream of liquid coolant may then be returned to engine cooling system 106 for recirculation.

Conversely, where liquid cooling unit 300 is incorporated into system 100 of FIG. 2, two closed loops for transporting two separate streams of liquid coolant may be used. In one particular embodiment, the first stream of liquid coolant 324 may be associated with a component cooling system whereas second stream of liquid coolant 326 may be associated with an engine cooling system 209. In such an embodiment, an engine pump may operate to pump the first stream of liquid coolant 326 through a first closed loop, which includes conduit 320 formed in second plate 306. The first stream of liquid coolant 326 may be received from a engine cooling system 208 and transported through second plate 306 and then returned to engine cooling system 208 for recirculation. In a similar manner, an augmentation pump 328 may operate to pump the second stream of liquid coolant through a second closed loop, which includes conduit 318 formed in first plate 304. The second stream of liquid coolant 324 may be received from a heat-generating component 202 and transported through first plate 304 before being returned to heat-generating component 202 for recirculation.

The present invention provides a number of technical advantages. One such technical advantage results from the relatively small size of the components within the liquid cooling unit 300. The small size of the components allows the size of housing 310 to be minimized. As a result, liquid cooling unit 300 is compact and lightweight. In a particular embodiment, for example, the size of housing 310 may be on the order of approximately 16 inches long, 10 inches wide, and 2 inches tall. As such, liquid cooling unit 300 may be much smaller than an Environmental Control Unit (ECU) that includes a compressor, an evaporator, a condenser, and control hardware. Whereas an ECU may weigh approximately 60 pounds and require approximately 1.0 cubic feet to provide 1,000 watts of cooling, liquid cooling unit 300 may take up only 0.2 cubic feet of space within the vehicle and may weigh a mere 12 pounds even where providing 1,000 watts of cooling. As such, liquid cooling unit 300 may require much less space than an ECU.

Another technical advantage may be that the relatively small size of liquid cooling unit 300 allows liquid cooling unit 300 to be located virtually anywhere within the vehicle. For example, liquid cooling unit 300 may be positioned immediately proximate to or inline with the heat-generating component to be cooled. As a result, the distance required for the liquid coolant to travel through the system may be minimized. Alternatively, where there is insufficient space surrounding the heat-generating component for the positioning of liquid cooling unit 300, liquid cooling unit 300 may be located at another location that is further from heat- generating component, and longer hoses may be used to transport the liquid coolant to the heat-generating component and then back to liquid cooling unit 300. As another example, the relatively small size of liquid cooling unit 300 allows liquid cooling unit 300 to be located under armor in the engine compartments such that liquid cooling unit 300 may be protected within the vehicle.

Because liquid cooling unit 300 includes no moving parts and has no parts that are attitude dependent, liquid cooling unit 300 may be said to be attitude independent. Stated differently, it is not required that liquid cooling unit 300 be positioned with any one side relative to the ground of any part of the vehicle. This is in contrast to many ECUs that must be positioned at a specific orientation to be functional. Additionally, because liquid cooling unit 300 includes no moving parts, liquid cooling unit 300 may not require shock and/or vibration isolation.

A further technical advantage may result from versatility in the wiring liquid cooling unit 300 since TECs 302 may be wired in series or in parallel. Where TECs 302 are wired in parallel rather than in series, however, the system may exhibit graceful degradation, not a hard fail. For example, if one or more of TECs 302 fail, the remainder of TECs 302 may continue to cool the liquid coolant. As a result, even when one TEC 302 fails, liquid cooling unit 300 may continue to operate. Where the TECs 302 operate to successively decrease the temperature of the liquid coolant as the liquid coolant passes from the first TEC 302 to the next TEC 302, TECs 302 may exhibit slightly degraded performance upon failure of any one or more of TECs 302.

However, because the non-failing TECs 302 may continue to operate as designed, liquid cooling unit 300 may continue to operate.

Another technical advantage may that liquid coolant from an existing engine cooling system may be utilized to cool heat-generating components that require more heat dissipation than the existing engine components. The operation of liquid cooling unit 300 allows a supply of approximately 30 degree Celsius coolant to be generated from approximately 65 degree Celsius engine coolant, in one exemplary embodiment Further, the cooling system can be sized to decrease the temperature of engine coolant to accommodate a specific sensor load. Because the cooling system is sized for the particular load that is generated by the sensors, the heat-generating components receive the correct amount of coolant at a temperature for which the heat-generating component was designed. Additionally, it is not required that flow rates of the liquid coolant be increased or that the components of the heat-generating components be modified.

Still another technical advantage may be that existing engine cooling system components are used to dissipate heat that is generated by the liquid cooling unit 300. The extra heat load that is place on the engine cooling system, however, may be negligible. In particular embodiments, though an extra heat load of approximately 1.0 kilowatt may be placed on the engine cooling system, this heat load is merely the equivalent of an extra 1.34 engine horsepower.

Although the present invention has been described with several embodiments, diverse changes, substitutions, variations, alterations, and modifications may be suggested to one skilled in the art, and it is intended that the invention encompass all such changes, substitutions, variations, alterations, and modifications as fall within the spirit and scope of the appended claims. 

1. A system for cooling a heat-generating component in a vehicle, comprising: an engine cooling system operating to circulate a liquid coolant at a first temperature for the cooling of one or more engine components within the vehicle; a liquid cooler unit coupled to the engine cooling system, the liquid cooler unit configured to receive the liquid coolant at the first temperature and decrease the temperature of the liquid coolant to a second temperature; a heat-generating component coupled to the liquid cooler unit, the heat generating component configured to receive the liquid coolant at the second temperature and transfer heat generated by the heat-generating component to the liquid coolant; a fluid return line coupling the heat-generating component to the engine cooling system, the fluid return line configured to return the liquid coolant that has received the heat from the heat-generating component to the engine cooling system.
 2. The system of claim 1, wherein the fluid return line comprises: a first portion coupling the heat-generating component to the liquid cooler unit, the first portion returning the liquid coolant from the heat-generating component to the liquid cooler unit; a second portion comprising a conduit formed through the liquid cooler unit, the second portion configured to transfer heat generated by the liquid cooler unit to the liquid coolant as the liquid coolant is transported through the conduit; and a third portion coupling the liquid cooler unit to the engine cooling system, the third portion returning the liquid coolant from the liquid cooler unit to the engine cooling system.
 3. The system of claim 1, wherein: the engine cooling system is configured to receive the liquid coolant from the heat-generating component at a third temperature, the third temperature greater than the second temperature due to the heat received from the heat-generating component, and the engine cooling system operates to decrease the temperature of the liquid coolant from the third temperature to return the temperature of the liquid coolant to the first temperature.
 4. The system of claim 1, wherein the liquid coolant is selected from the group consisting of: water; propylene glycol; ethylene glycol; a combination of propylene glycol and ethylene glycol; a combination of water and propylene glycol; a combination of water and ethylene glycol; and a combination of water, propylene glycol, and ethylene glycol.
 5. The system of claim 1, wherein: the first temperature is within a range of approximately 55 to 75 degrees Celsius; and the second temperature is within a range of approximately 20 to 40 degrees Celsius.
 6. The system of claim 1, wherein the liquid cooler unit comprises: at least one thermo electric cooler having a hot surface and a cold surface; a first coldplate positioned proximate the hot surface, the first coldplate having a first conduit formed therein, the first conduit configured to transport the liquid coolant received from the engine cooling system at the first temperature; and a second coldplate positioned proximate the cold surface, the second coldplate having a second conduit formed therein, the second conduit configured to transport the liquid coolant that has received the heat from the heat-generating component to the engine cooling system.
 7. The system of claim 6, wherein: the at least one thermo electric cooler operates to generate heat, the heat transferred to the liquid coolant as the liquid coolant is transported through the second conduit while being returned to the engine cooling system.
 8. The system of claim 1, wherein the heat-generating-component is selected from the group consisting of a sensor, a line replaceable module, a radar, a radio, and a weapon.
 9. A system for cooling a heat-generating component in a vehicle, comprising: an engine cooling system operating to circulate a first liquid coolant in a first closed loop; a component cooling system operating to circulate a second liquid coolant in a second closed loop; a liquid cooler unit coupled to the engine cooling system and the component cooling system, the liquid cooler unit comprising: a first cold plate configured to receive the first liquid coolant at a first temperature; a second cold plate configured to receive the second liquid coolant at a second temperature transfer cold generated by the liquid cooler unit to the first liquid coolant, wherein the transfer of cold from the liquid cooler unit decreases a temperature of the first liquid coolant relative to the first temperature; and transfer heat generated by the liquid cooler unit to the second liquid coolant, wherein the transfer of heat from the liquid cooler unit increases a temperature of the second liquid coolant relative to the second temperature.
 10. The system of claim 9, wherein the second closed loop comprises: a fluid input line coupling the engine cooling system to the liquid cooler unit, the fluid input line providing the second fluid coolant received from the engine cooling system to the liquid cooler unit; a conduit formed through the liquid cooler unit, wherein the heat is transferred to the second liquid coolant as the second liquid coolant flows through the conduit; and a fluid return line coupling the liquid cooler unit to the engine cooling system, the fluid return line providing the second fluid coolant that has received heat from the liquid cooler unit to the engine cooling system.
 13. The system of claim 9, wherein the liquid coolant is selected from the group consisting of: water; propylene glycol; ethylene glycol; a combination of propylene glycol and ethylene glycol; a combination of water and propylene glycol; a combination of water and ethylene glycol; and a combination of water, propylene glycol, and ethylene glycol.
 14. The system of claim 9, wherein: the first temperature is within a range of approximately 55 to 75 degrees Celsius; and the second temperature is within a range of approximately 35 to 55 degrees Celsius.
 15. The system of claim 9, wherein the liquid cooler unit comprises: at least one thermo electric cooler having a hot surface and a cold surface; a first coldplate positioned proximate the hot surface, the first coldplate having a first conduit formed therein, the first conduit configured to transport the first liquid coolant received from the engine cooling system at the first temperature; and a second coldplate positioned proximate the cold surface, the second coldplate having a second conduit formed therein, the second conduit configured to transport the second liquid coolant that has received the heat from the heat-generating component.
 16. The system of claim 15, wherein: the at least one thermo electric cooler operates to generate heat, the heat transferred to the first liquid coolant as the first liquid coolant is transported through the first conduit while being returned to the engine cooling system.
 17. The system of claim 9, wherein the heat-generating-component is selected from the group consisting of a sensor, a line replaceable module, a radar, a radio, and a weapon.
 18. A system for cooling a heat-generating component in a vehicle, comprising: an engine cooling system operating to circulate a liquid coolant at a first temperature for the cooling of one or more engine components within the vehicle; at least one thermo electric cooler having a first surface at a first temperature and a second surface at a second temperature, the first temperature being less than the second temperature; a first plate positioned proximate the first surface of the at least one thermo electric cooler, the first plate coupled to the engine cooling system to receive the liquid coolant from the engine cooling system, the first plate having a conduit configured to receive a liquid coolant, wherein the temperature of the liquid coolant is decreased as the liquid coolant flows through the conduit of the first plate; a second plate positioned proximate the second surface of the at least one thermo electric cooler, the second plate coupled to the engine cooling system to return the liquid coolant to the engine cooling system, the second plate having a conduit configured to receive the liquid coolant, wherein the temperature of the liquid coolant is increased as the liquid coolant flows through the conduit of the second plate.
 19. The system of claim 18, wherein the liquid coolant is selected from the group consisting of: water; propylene glycol; ethylene glycol; a combination of propylene glycol and ethylene glycol; a combination of water and propylene glycol; a combination of water and ethylene glycol; and a combination of water, propylene glycol, and ethylene glycol.
 20. The system of claim 19, wherein: the temperature of the liquid coolant is within a range of approximately 55 to 75 degrees Celsius when the liquid coolant enters the conduit of the first plate; and the temperature of the liquid coolant is within a range of approximately 20 to 40 degrees Celsius when the liquid coolant exits the conduit of the first plate. 